Antiskid cross chain



Julyf4, 1939 J. sENFT ANTISKID CROSS CHAIN Filed Sept. 3, 1938 2 Sheets-Sheet 1 lNvENToR I" John Senft Patented July 4, 1939 UNITED STATES PATENT GFFICE ANTISKID CRO S S CHAIN John Senft, York, Pa., assigner to The McKay Company, Pittsburgh, Pa., a corporation of Pennsylvania Application September 3, 1938, Serial No. 228,407

4 Claims. (Cl. 152-243) This invention relates to anti-skid cross chains their protuberant bends. The calks preferably such as are commonly used on the wheels of autoextend generally transversely of the cross chain motive vehicles to afford increased traction and and are so positioned thereon that when the cross reduce the likelihood of skidding on slippery roadchain is laid down on a plane surface and disposed 5 ways. The invention relates more specifically t0 with its aXis substantially in a straight line and 5i anti-skid cross chains of the type employing calks with the calks in contact with such surface the which are united with the links of the cross chain respective lines of calks at the edges of the cross and which, when the cross chain is in use, contact chain have their axes disposed respectively in the roadway. I have found that by a particular planes approximately parallel to said plane surarrangement of the calks on the links the traction face but intersecting each other at an angle some- 10` of the wheels to which the cross chains are applied what less than a straight angle. In my preferred is greatly increased and the likelihood of skidding structure the planes containing the axes of the greatly diminished. respective lines of calks intersect each other at an Anti-skid cross chains having calks welded to upwardly diverging angle somewhat less than a l the links of the chains are well known in the art. straight angle. This feature, as will be herein- 1:53 Calks have heretofore been applied to the links of after more fully explained, contributes largely to cross chains in various ways and with different the efficiency of my improved cross chain. theories of action in view. While in some appli- The calks of each link are preferably diagonally cations the calks have proved decidedly beneficial, disposed with respect to the longitudinal center in other applications they have been of little or no line of the link and with the inward extremity of 20 benefit. I have discovered a particular arrangeeach calk nearer the transverse center line of the ment of the calks on the links of the cross chain link than its outward extremity and haVing their which brings about a more positive and reliable most adjacent pOintS SpaCed apart a diStanCe leSS gripping action on the surface of the roadway, than the smallest transverse dimension of the My improved cross chain makes for more positive Steek 0f which the linkS are Inade- I aiSO prefer 25 stopping on a slippery roadway without excessive to unite each calk to its link in the vicinity of the longitudinal or transverse skidding and also enmid peint 0f the Calk S0 that the inner ends 0f the ables more rapid acceleration in starting. The calks at both edges of the cross chain lie substan calks are so positioned on the links of the cross tially in the same line longitudinally Of the CIOSS chain as to exert a maximum tractive effect withchain and the outer ends of the oaiks project a out unnecessarily impairing the riding quality 0f substantial distance laterally outwardly from the vehicle. their respective links.

I preferably employ the usual twisted links each Other detailsy OhjeCtS and adVantageS 0f the having its ends disposed at an angle to each other inVentiOn Will beCOrne apparent as the OllOWing so that theintercchnectedhhks can anne in subdescription of a present preferred embodiment 3'5 stantially the same relationship with respect to thereof proceeds the surface of the tire or wheel to which the cross In the accompanying drawings I have shown a chain is applied. The calks are preferably of rod present preferred ernlOOdiInent 0f the invention, shape and two calks are preferably united with in WhiCh lo each link at the portion of the cross chain which Figure 1 is afaoe view of a Cross Chain disposed 40 engages the roadway surface in use. Each link at with its axis substantially in a straight line and such portion of the cross chain preferably has a with the links in substantially uniform relation to rod-shaped calk united therewith at each of two One anOther aS thOugh the CrOSS Chain were laid points on opposite sides of the link at the face of dOWn 0n a plane SilrfaCey the Chain being Viewed the link remote from the wheel to which the cross from the face thereof at which the calks are 45' chain is applied and which points are offset from applied; each other longitudinally of the link. In a pre- Figure 2 is a face View of the cross chain disferred form of structure I unite a rod-shaped calk pOSed aS ShOWn in Figure 1 but VieWe'd from the with each link of the cross chain adapted to con- OppOSite face;

tact the roadway surface in use in the vicinity of Figure 3 iS a Side View Or elevation of the Cross 50 each of the two generally diagonally opposed chain disposed as shown in Figures l and 2 but points thereof most remote from the wheel to Viewed at right angles to both of said figures; which the cross chain is applied. when twisted Figure 4 is a more or less diagrammatic view links as above mentioned are employed the calks showing a pertion of the cross chain in elevation v are preferably united therewith in the vicinity of as applied to a vehicle tire; and

V cept that the links 3 have the calks 4 applied to Figure 5 is a transverse cross-sectional view through the tire and cross chain taken at right angles to Figure 4.

Referring now more particularly to the drawings, there is shown in each of Figures 1 and 2 a complete cross chain designated generally by reference numeral 2 and which is made up of eight links 3 each having calks 4 united therewith, two plain links 5, and twohooks 6. lThe cross chain is adapted to be connected at each end withcircumferential side chains by means of the hooks 6 in well known manner, or the cross chain may-be applied individually by connecting together the twoV hooks 5 by connecting means extending between spokes of the wheel, or the cross chain may be otherwise connected with the wheel so as to extend transversely of the wheel or tire so as to serve as an anti-skid tread therefor.

In the structure shown in the drawings all of the links 3 and 5 are 0f uniform construction` exthem. Each of the links is somewhat elongated generally in the direction of the length of the cross chain and is twisted so that its ends where the linkis interconnected with adjacent links are disposed at an angle of approximately 90 to each other. II'his arrangement enables the use of identical interconnected links which all lie in the same position relative to each other and to the supporting surface whenV the crossy chain is laid down on a plane surface and disposed with its axis substantially in a straight line as shown in Figures 1 to 3, inclusive. When the cross chain is applied to a Wheel the relationship between the links and the supporting surface is altered only in Y that'the supporting surface is curved as shown in Figures 4 and 5 rather than plane, the links still lying in approximately uniform relationship with respect to eachother and with respect to the Vsubstantially straight shown as beingrof circular cross section they may supporting surface.

When a'chain made up of twisted links as above described is laid. down on a plane surface in such a positionY that when the chain is viewed in a direction substantially at right angles to such'surface one can lookthrough the openings in the links, as shown in Figures 1 and 2, each link has at each of the upper and lower faces thereof two opposed pirotuberant bends, one at one side of the link near rone end thereof and the other at the opposite side of the link near the opposite end thereof. 'Ihese protuberant bends are the portions of the links which when the cross chain is appliedv to a wheel lie in` engagement with the wheel or tire at one face of the cross chain and are most remote Vfrom the wheel or tire at the opposite face of the cross chain. The protuberant bends which are most remote from the wheel or tire Y,are the portions of the links which, if not protected, would engage the surface of the roadway when the cross chain is in use on a wheel. It is these outside protuberant bends rather than those which lie against the wheel or tire that are designated by the expression outside protuberant bends in the claims and hereafter in the specii'lcation. The outside protuberant bends of the links 3` are designated by the referencernumeral 1 in Figures 1, 3 and 4.

` The calks d are rod-shaped as shown and have axes and although they are be of any suitable cross section. The calks which are attached to opposite sides of a chain link extend generally transversely of the chain but have their axes offset from each other, as shown in Figure 1. The calksare shown as having a length of approximately three times the diameter thereof. For standard automobile cross chains the links and calks may both conveniently be made of round steel rod stock of about 3/16 diameter, such a cross chain being illustrated in the drawings. Two calks are united with each of the links 3, preferably by welding in well known manner. A calk is united with each Vlink 3 in the vicinity of each outside protuberant bend thereof, as shown in Figures 1, 3 and 4. In the form shown the calks are not connected with the links at the highest point of each outside protuberant bend but are spaced slightly toward the transverse center line of thelink from such highest point. However, considering the thickness of the calks, the thickness of the stock of which the links are made and the degree of twisting of the links, the calks as I apply them will when the cross chain is in use engage the surface of the roadway as shown in Figures 4 and 5.

The calks extend generally transversely of the cross chain and are shown as inclined relatively to the length of the cross chain at an angle of approximately 80. All of the calks are preferably inclined in the same direction, as shown, and each calk is united to its link in the vicinity of the mid point of the calk sof that the inner ends of the calks at both edges of the cross chain lie substantially in the same line longitudinally of the cross chain and the outer endsof the calks project a substantial distance laterally outwardly from their respective links. 'I'he most adjacent points of the twoi calks of each link are preferably spaced apart a distance less than the smallest transverse dimension of the stock of which, the links are made, whereby to prevent any portion of any link from passing between the calks of an adjacent link when the chain is not in use and thereby tangling the chain and rendering it relativelydillicult to straighten out and apply.

such surface the respective lines of calks at thev edges of the cross chain have their axes disposed respectively in planes approximately parallel to said plane surface but intersecting each other at an angle somewhat less than a straight angle, which angle in the preferred form shown in the drawings diverges upwardly or away from the surface in Contact with which the calks lie.

Referring now to Figures 4 and 5 of the drawings, there is illustrated purely diagrammatically at 8 a portion of artire to which the cross chain 2 is applied. The tire may be of conventional formV and the cross chain may be applied thereto in. any well known manner such as above referred to. Whenthe cross chain is applied to the tire the outside protuberant bends 'l of the links of the cross chain in the vicinity of which the rod-shaped calks 4 are welded to the links are disposed away from the tire and the calks engage the roadway surface when the cross chain is in use. In describing the operation of the cross chain in use the vehicle carrying the tire will be considered as rolling outwardly, or toward the viewer, from the plane of the paper in Figure 4 and as rolling toward the right in Figure 5. The line or row of calks which is in advanced position on the wheel as the wheel rolls relatively to the roadway surface will strike the roadway surface rst. The calks of this row or line are marked A in Figuresl. and 5, while row as the wheel moves relatively to the roadway the calks of the trailingsurface are marked B. The roadway surface is designated 9 in Figures 4 and 5. While the calks of only the two center links of the cross chain are shown in Figure 4 as engaging the roadway surface, the calks of other of the links may engage the roadway surface under Varying conditions of loading and of the roadway surface.

If the vehicle carrying the tire 8 shown in Figures 4 and 5 be considered as starting up or accelerating, the calks A which rst engage the roadway surface as the vehicle advances will assume positions as shown in Figures 4 and 5 in which they lie substantially flat against the roadway surface. The axes of the calks A and B of the respective links lie, as above stated, in planes intersecting each other at an upwardly diverging angle somewhat less than a straight angle. In the structure shown in the drawings this angle is approximately 170, although satisfactory results can be obtained if the angle varies between about 160 and about 175. When the calks A lie at against the roadway surface the sharp inner lower edge I of each of the calks B is positioned so as to tend to dig into the roadway surface, as most clearly shown in Figure 5, and, as the calks A and B of each link are offset from each other longitudinally of the cross chain, each of the links in engagement with the roadway surface tends to adjust itself so that the Weight with which the tire presses the link against the roadway surface is divided between the two calks A and B of the link. Then as the vehicle accelerates, the edges I0 of the respective calks B engage the roadway surface and tend to prevent the wheel from spinning and afford greater tractive effort. The outer lower edges I I of the calks A which lie flat against the roadway surface also tend to dig into the roadway surface, but the weight is not so concentrated as is the case with the inclined calks B where the entireweight exerted through each calk is concentrated at the edge l0.

When the forwardly moving vehicle is being decelerated by application of the brakes the calks A will first lie at against the roadway surface, as shown in Figures 4 and 5, and then as the vehicle advances the calks B will assume a position at against the roadway surface analogous to the position in which the calks A are shown in the drawings. When the calks B lie flat against the roadway surface the sharp inner lower edge I2 of each of the then inclined calks A is positioned so as to tend to dig into the roadway surface. The outer lower edges I3 of the then horizontal calks B which are in engagement with the roadway surface also tend to dig into the roadway surface, but, as described above, the weight of the Vehicle transmitted through a link to the roadway surface is divided between the two calks of the link and in the case of the inclined calk is concentrated at the inner lower edge thereof. Thus as the vehicle decelerates the sharp forwardly facing edges of the calks tend to dig into the roadway surface and prevent skidding.

While I have shown and described a present preferred embodiment of the invention, it is to be distinctly understood that the invention is not limited thereto but may be otherwise variously embodied within the scope of the following claims.

I claim:

1. An anti-skid cross chain comprising interconnected twisted links having rod-shaped calks united therewith on opposite sides of a link at the face of the link remote from the wheel to which the cross chain is applied and at points which are offset from each other longitudinally of the link, the calks extending generally transversely of the cross chain but having their axes offset from each other and being so positioned thereon that when the cross chain is laid down on a plane surface and disposed with its` axis substantially in a straight line and with the calks in contact with such surfacethe respective lines of calks at the edges of the cross chain have their axes disposed respectively in planes approximately parallel to said plane surface but intersecting each other at an angle of at least about 160 and less than 180.

2. .An anti-skid cross chain comprising interconnected twisted links havlng rod-shaped calks united therewith in the vicinity of their outside protcberant bends, the calks extending generally transversely of the cross chain but having their axes offset from each other and being so positioned thereon that when the cross chain is laid down on a plane surface and disposed with its axis substantially in a straight line and with the calks in contact with such surface the respective lines of calks at the edges of the cross chain have their axes disposed respectively in planes approximately parallel to said plane surface but intersecting each other at an upwardly diverging angle of at least about 160 and less than 180.

3. An anti-skid cross chain comprising interconnected twisted links having rod-shaped calks united therewith in the vicinity of their outside protuberant bends, the calks of each link having their axes offset from each other and being diagonally disposed with respect to the longitudinal center line of the link and with the inward extremity of each calk nearer the transverse center line cf the link than its outward extremity and having their most adjacent points spaced apart a distance less than the smallest transverse dimension of the stock of which the links are made, the calks being so positioned that when the cross chain is laid down on a plane surface and disposed with its axis substantially in a straight line and with the calks in contact with such surface the respective lines of calks at the edges of the cross chain have their axes disposed respectively in planes approximately parallel to said plane surface but intersecting each other at an upwardly diverging angle of at least about 160 and less than 180.

4. An anti-skid Cross chain comprising interconnected twisted links having rod-shaped calks united therewith in the vicinity of their outside protuberant bends, the calks extending generally transversely of the cross chain but having their axes offset from each other and each being united to its link in the vicinity of the mid point of the calk so that the inner ends of the calks at both edges of the cross chain lie substantially in the same line longitudinally of the cross chain and the outer ends of the calks project a substantial distance laterally outwardly from their respective links, the calks beingso positioned that when the cross chain is laid down on a plane surface and disposed with its axis substantially in a straight line and with the calks in contact with such surface the respective lines of calks at the edges of the cross chain have their axes disposed respectively in planes approximately parallel to said plane surface but intersecting each other at an upwardly diverging angle of at least about 160 and less than 180.

JOI-IN SENFI. 

